Steam engine



(No Model.) 4 Sheets-Sheet 1.

J. T. CASE.

v STEAM ENGINE. No. 443,476. Patented Dec. 23, 1890.

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No. 443,476. Patented Dec. 23, 1890.

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No. 443,476. Patented Dec. 23, 1890.

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4 Sheets-Sheet 4. J. T. CASE STEAM ENGINE.

(No Model.)

No. 443,476. Patented Dec. 23, 1890.

UNIT D STATES PATENT Fries.

JOEL 1*. CASE, or BRISTOL, 'conNEo'ToU'r.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 443,476, dated December 23, 1890.

Application filed October 30, 1889. Serial No. 328,625. (No model.)

To otZZ whom it may concern:

Be it known that I, JOEL T. CASE, a citizen of the United States, residing at Bristol, in the county of Hartford and State of Connecticut, have invented certain new and usef ul Improvements in Steam-Engin es, of which the following is a specification.

My invention relates to improvements in steam-engines of the class having an oscillating cylinder; and the objects of my improvements are to make provision for wear and produce aconvertible right and left hand engine.

In the accompanying drawings, Figure 1 is a vertical section of my engine on a plane parallel to and through the axis, the central parts being shown in elevation. Fig. 2 is a like View of the same on the line a; a: of Fig. 1. Fig. 3 is a corner elevation of the upper part of my engine containing the cylinder-- chamber and steam-passages. Fig. 4 is a like View of the same with the reversible cap removed. Fig. 5 is a horizontal section on line y y of Fig. 3. Fig. 6 is a side elevation of the cylinder. Fig. '7 is a vertical section of the same on line 2 z of Fig. 6, looking toward the left. Fig. 8 is a horizontal section of the same on line to w of Fig. 6. Fig. 9 is a plan view of the same. Fig. 10 is a vertical section of the same on the line '1; e of Fig. 6. Fig. 11 is an enlarged plan view of the piston. Fig. 12 is a horizontal section of the same on line itu of Fig. 13. Fig. 13 is a side elevation of said piston. Fig. 14 is a verticalsection of the same on line ttof Fig. 12, and Fig. 15 is a central vertical section of the same on line 3 s of Fig. 11.

A designates the frame or case on which is mounted the crank-shaft B in any suitable bearings, said shaft carrying the crank 16, connected by any suitable connection to the piston-rod 17.

At the lower end of the frame or case is the lubricating-chamber O, the bottom of which is formed by the diaphragm 19, and below which is the settling-chamber D. The diaphragm or division 19 is provided with one or more perforations 20, leading to the setfling-chamber, which perforations are covcred by curved plates 21, fastened to the diaphragm at one side, so as to form an indirect passage-way from the lubricating to the settling chamber. Leading from the lower part of the settling-chamber there is a pipe 22, that extends upward to the height desired to be maintained for the water and oil in the lubrieating-chamber. These lubricating devices are, however, made the subject of a separate application.

On the top of the frame A, I secure the upper part or steam-chest E, within which is the cylinder-chamber 23. This chamber is of a cylindrical form with its axis parallel to that of the crank-shaft, and within which the 0scillating cylinder F is fitted. The piston-rod sleeve 18 is secured to the cylinder F, with the piston-rod 17 extending through it, wh ereby the cylinder, piston-rod, and piston G oscillate together underthe motion of the crankshaft. The cylinder is open at its upper end to its periphery, while the lower end is provided with side passages'25, Fig. 2. By making the interior of the cylinder open to the cylindrical periphery (the axis of the periphery and the cylindrical bore through it being at right angles to each other) it follows that the open upper end is on a curved line. I therefore make the ports 26, that lead from the steam-chest to the cylindrical chamber, of a curved form, as shown in Fig. 4:, to correspond or register with the open end of the cylinder, as hereinafter more fully described.

27 designates the ports at the lower end of the cylinder,which at times communicate with the passages 25.

Each side of the steam-chest is provided with a steam-chamber 28, one of which forms the live-steam chamber and the other the exhaust, dependent upon into which chamber the live steam is introduced. I cover one side of the steam-chest with a reversible cap H, that may be secured thereto either side up. This cap is provided with a central hole 29, by which to connect the live-steam pipe, and a lateral passage 30, extending to one side, which passage may register with either of the steam-chests 28. When the cap is secured with the passage 30 registering with the right-hand steam-chamber 28, as shown in Figs. 3 and 5, said' chamber will constitute the live-steam chamber and the crank-shaft will be turned in the direction indicated by the dart in Fig. 2. If desired to convert the engine into one that will turn the crank in the opposite di rection,it is onlynecessary to remove the cap 11 and turn it over, so as to change the position of its ends and make the passage 30 register with the left-hand one of the steanrehambers 528.

I11 order to make provision for wear, 1 make the cylinder and piston adjustable. The cylinder F is made in two principal parts 31 and 32, the two forming a complete cylinder with square ends, as shown most clearly in Figs. 9 and 10, the division of theperiphery and ends being on the horizontal line to u of Fig. (3. The lower part 31 is provided with a cylindrical hub or tenon 33, that extends to the top, and the upper part 32 is bored to fit said tenon, so that when the two parts are placed together they may rest one upon the otherat their horizontal line of division.

The lower part upon each side of this tenon is provided with grooves extending from end to end,'

within which grooves tapering wedges iii are placed, said wedges being threaded at their ends and provided with adjusting-nuts 35 at the squared ends of the cylinder, whereby said wedges may be adjusted to spread the two parts of thepiston 81 and 32 slightly apart and take up the wear of the cylinder within 10, whereby the cylindrical bore of the upper part 32 of the cylinder is the line of cut-oil 5 between the cylinder and its chamber.

The piston (1,1 make of three principal' parts, and, owing to the peculiar form of the cylinder, 1 make its outer end when viewed in 1 side view of a convex form, the curve being in conformity to the curve of the cylinderchamber 23.

38 in Figs. 12 and 15 designate that part of the piston to which the rod 17 is secured, and

39 designates the upper end of the piston, the same being secured to the part 38 by means of screws at).

These two parts are rabbetcd, as shown in Fig.15, to receive the split ring all, that surrounds the lower end of the piston and forms a continuation of the sides of the upper part 39. This ringll is notonly divided or split, but the lower corner of its ends are beveled off, so as to receive the ad justing-wedge st? between them. An adjusting-screwed extends through a strap 11- at the ends of the ring and down into the wedge 12.

accommodate the strap it, and the ends of the ring ll on their upper side extend upwardly into this recess, with the strap 1-1 resting upon them. By turning the adjusting- 11p wear.

The general form of the cylinder herein shown and described is the same as in the engine patented to me December 18, 1888, No. 391,675, and my present invention is in the nature of an improvement thereon, although some of its features may be applicable to other engines.

I claim as my invention- 1. In an engine having an oscillating cylinder and piston, the combination of the steam-chest E, having cylinder-chamber 23 and steanrchambers 28 upon each side thereof, and the reversible cap 11, having a steam passage 30 for registering with either of the steam-chambers28,substantiallyasdescribed, and for the purpose specified.

i. The combination of the steam-chest E, having eylirider-chamber 23 and the curved ports 26 in the wall thereof, and the cylinder F, opened to its periphery at its upper end and matching said curved ports, substantially as described, and for the purpose specified.

3. The combination of the parts 31 and 32, having a cylindrical periphery and cylindrical bore, with the wedges 34,screw-threaded at their ends, and the adjusting-nuts, substantially as described, and tor the purpose specitied.

t. The piston (4, formed 01' the lower part 38, to which the piston-rod is secured,the part 89, secured to the upper side of said part 38 by means of screws 10, the split ring 41, rabbeted on its inner edge and set into c0rrespon din g rabbets in the periphery of the lower part 38 and confronting corner of the upper part 30, said split ring forming a continuation of the sides of said upper part3t],and devices for expanding said ring, substantially as described, and for the purpose specified.

The piston G, provided with the split peripheral ring t1, the wedge -12, strap 44, and the adjusting-screw 13, substantially as described, and for the purpose specified.

(3. In an engine, the herein-described adjustable cylinder consisting of the lower and upper parts 51 and 32, which together form externally a complete cylinder with squared ends, said lower part- 31 having a cylindrical tenon 33, that extends to the top of said cylinder, and a groove extending from end to end upon each side of said tenon, the upper part being bored to receive said tenon, and said parts 31 and being divided at the periphery and ends of said cylinder on a horizontal line and fitted to come together on The upper part- 39 is recessed on one side to 5 said line, the wedges 3-1:, threaded at their ends and placed in said grooves, and the nuts on said wedges at the squared ends of said cylinder, substantially as described, and for j the purpose speclfied. screw 13 the ring may be expanded to take 1 the division between the ends of the ring, and 1 it will also prevent the ring from twisting on the piston.

JOEL 'l. (IASIC.

\\'itnesscs:

J AMES SHEPARD, .Ionx Enwanns, Jr.

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